Special Conditions: Gulfstream Aerospace Corporation Model GVIII-G700 and GVIII-G800 Series Airplanes; Dynamic Test Requirements for Single- and Multiple-Occupant Side-Facing Seats With or Without Airbag Systems, 18341-18348 [2024-05226]
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18341
Rules and Regulations
Federal Register
Vol. 89, No. 50
Wednesday, March 13, 2024
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
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SMALL BUSINESS ADMINISTRATION
13 CFR Parts 107 and 121
SBA Reinvestor (‘‘Fund-of-Funds’’)
Small Business Investment Company
(SBIC) License Educational Public
Webinar
U.S. Small Business
Administration (SBA).
ACTION: Notification of public webinar.
AGENCY:
The SBA is holding a webinar
to educate the public on the new
Reinvestor SBIC License introduced to
the market as part of the SBIC
Investment Diversification and Growth
Final Rule that went into effect on
August 17, 2023.
DATES: The public webinar will be held
on Friday, March 22, 2024, from 1 p.m.
to 2 p.m. Eastern Time.
ADDRESSES: Information about applying
for and managing a Reinvestor (‘‘fundof-funds’’) SBIC License. The Webinar
will be live streamed on Microsoft
Teams for the public.
FOR FURTHER INFORMATION CONTACT: The
meeting will be live streamed to the
public, and anyone wishing to attend or
needing accommodations because of a
disability can contact Gretchen Kittel,
SBA, Office of Investment & Innovation
(OII), (202) 578–5502, investinnovate@
sba.gov.
SUPPLEMENTARY INFORMATION:
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SUMMARY:
I. Background
On August 17, 2023, the U.S. Small
Business Administration (‘‘SBA’’)
implemented new regulations for the
Small Business Investment Company
(‘‘SBIC’’) program as part of the SBIC
Investment Diversification and Growth
rulemaking. The new regulations
significantly reduce barriers to program
participation for new SBIC fund
managers and funds investing in
underserved communities and
geographies, capital intensive
investments, and technologies critical to
national security and economic
VerDate Sep<11>2014
15:51 Mar 12, 2024
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development. The proposed rule
introduced two additional types of SBIC
Licensees, Reinvestor SBICs and
Accrual SBICs, to increase program
investment diversification and equityoriented financing for American small
businesses and innovative startups.
Reinvestor SBICs expand SBA’s network
of emerging fund managers, microfunds, and funds addressing
underserved communities and
geographies and undercapitalized
industries.
II. Questions
For the public webinar, OII strongly
encourages questions be submitted in
advance by March 20, 2024. Individuals
may email investinnovate@sba.gov with
subject line—‘‘[Name/Organization]
Question for 03/22/24 Public Webinar.’’
During the live event, attendees will be
in listen-only mode and may submit
additional questions via the Q&A Chat
feature.
III. Information on Service for
Individuals With Disabilities
For information on services for
individuals with disabilities or to
request special assistance, contact
Gretchen Kittel at the telephone number
or email address indicated under the
FOR FURTHER INFORMATION CONTACT
section of this notice.
Background
Bailey DeVries,
Associate Administrator, Office of Investment
& Innovation, U.S. Small Business
Administration.
[FR Doc. 2024–05266 Filed 3–12–24; 8:45 am]
BILLING CODE 8026–09–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2023–2435; Special
Conditions No. 25–862–SC]
Special Conditions: Gulfstream
Aerospace Corporation Model GVIII–
G700 and GVIII–G800 Series Airplanes;
Dynamic Test Requirements for Singleand Multiple-Occupant Side-Facing
Seats With or Without Airbag Systems
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
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These special conditions are
issued for the Gulfstream Aerospace
Corporation (Gulfstream) Model GVIII–
G700 and GVIII–G800 series airplanes.
These airplanes will have a novel or
unusual design feature when compared
to the state of technology envisioned in
the airworthiness standards for
transport category airplanes. This design
feature is side-facing seats oriented in
the aircraft with the occupant facing 90
degrees to the direction of aircraft travel.
The applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for this
design feature. These special conditions
contain the additional safety standards
that the Administrator considers
necessary to establish a level of safety
equivalent to that established by the
existing airworthiness standards.
DATES: Effective March 13, 2024.
FOR FURTHER INFORMATION CONTACT:
Myra Kuck, Cabin Safety, AIR–624,
Technical Policy Branch, Policy and
Standards Division, Aircraft
Certification Service, Federal Aviation
Administration, Aircraft Certification
Policy and Standards, 3960 Paramount
Blvd., Suite 100, Lakewood, CA 90712;
telephone and fax 405–666–1059; email
Myra.J.Kuck@faa.gov.
SUPPLEMENTARY INFORMATION:
SUMMARY:
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On December 31, 2019, Gulfstream
applied for an amendment to Type
Certificate No. T00015AT to include the
new Model GVIII–G700 and GVIII–G800
series airplanes. These airplanes, which
will be derivatives of the Model GVI
currently approved under Type
Certificate No. T00015AT, are twinengine, transport-category airplanes,
with seating for 19 passengers, and a
maximum take-off weight of 107,600
pounds (GVIII–G700) and 105,600
pounds (GVIII–G800).
Type Certification Basis
Under the provisions of title 14, Code
of Federal Regulations (14 CFR) 21.101,
Gulfstream must show that the Model
GVIII–G700 and GVIII–G800 series
airplanes meet the applicable provisions
of the regulations listed in Type
Certificate No. T00015AT, or the
applicable regulations in effect on the
date of application for the change,
except for earlier amendments as agreed
upon by the FAA.
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If the Administrator finds that the
applicable airworthiness regulations do
not contain adequate or appropriate
safety standards for the Gulfstream
Model GVIII–G700 and GVIII–G800
series airplanes because of a novel or
unusual design feature, special
conditions are prescribed under the
provisions of § 21.16.
Special conditions are initially
applicable to the model for which they
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same novel or unusual
design feature, or should any other
model already included on the same
type certificate be modified to
incorporate the same novel or unusual
design feature, these special conditions
would also apply to the other model
under § 21.101.
In addition to the applicable
airworthiness regulations and special
conditions, the Gulfstream Model
GVIII–G700 and GVIII–G800 series
airplanes must comply with the
exhaust-emission requirements of 14
CFR part 34, and the noise-certification
requirements of 14 CFR part 36.
The FAA issues special conditions, as
defined in 14 CFR 11.19, in accordance
with 14 CFR 11.38, and they become
part of the type certification basis under
§ 21.101.
Novel or Unusual Design Feature
The Gulfstream Model GVIII–G700
and GVIII–G800 airplanes will
incorporate the following novel or
unusual design feature:
Side-facing seats, oriented in the
aircraft with the occupant facing 90
degrees to the direction of aircraft travel,
with or without incorporation of an
airbag systems or inflatables.
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Discussion
On June 16, 1988, 14 CFR part 25 was
amended to revise the emergency
landing conditions that must be
considered in the design of transport
category airplanes. This amendment
(25–64) revised the static load
conditions in § 25.561 and added a new
§ 25.562 that required dynamic testing
for all seats approved for occupancy
during takeoff and landing. The intent
of Amendment 25–64 was to provide an
improved level of safety for occupants
on transport category airplanes;
however, because most seating on
transport category airplanes is forwardfacing, the pass/fail criteria developed
in Amendment 25–64 focused primarily
on these seats.
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Prior to 2012, the FAA granted
exemptions 1 for the multiple-place
side-facing-seat installations because the
existing test methods and acceptance
criteria did not produce a level of safety
equivalent to the level of safety
provided for forward-and aft-facing
seats. These exemptions were subject to
many conditions that reflected the
injury-evaluation criteria and mitigation
strategies available at the time of the
exemption issuance. The FAA also
issued special conditions to address
single-place side-facing seats because it
determined, at the time, that those
conditions provided the same level of
safety as for forward- and aft-facing
seats.
Due to the novelty of side-facing seats
in transport category airplanes,
acceptable safety measures for § 25.562
were unknown. The FAA conducted
research to develop an acceptable
method of compliance with §§ 25.562
and 25.785(b) for side-facing seat
installations. That research has
identified injury considerations and
evaluation criteria in addition to those
previously used to approve side-facing
seats (see published report DOT/FAA/
AR–09/41, July 2011 2). One particular
concern that was identified during the
FAA’s research program but not
addressed in special conditions prior to
2012 was the significant leg injuries that
can occur to occupants of both singleand multiple-place side-facing seats.
Because this type of injury does not
occur on forward- and aft-facing seats,
the FAA determined that to achieve the
level of safety envisioned in
Amendment 25–64, additional
requirements would be needed as
compared to previously issued special
conditions. Nonetheless, the research
has now allowed the development of a
single set of special conditions that is
applicable to all fully side-facing seats.
On November 5, 2012, the FAA
released PS–ANM–25–03–R1,
‘‘Technical Criteria for Approving SideFacing Seats,’’ to update existing FAA
certification policy on §§ 25.562 and
25.785(a) and (b) at Amendment 25–64
for single- and multiple-place sidefacing seats. This policy addressed both
the technical criteria for approving sidefacing seats and the implementation of
those criteria. The FAA methodology
detailed in PS–ANM–25–03–R1 has
been used to develop these special
conditions. Some of the conditions
issued for previous exemptions are still
relevant and are included in these
1 See, generally, Exemption Nos. 7120C, 7878A,
and 9900.
2 Document available at https://www.tc.faa.gov/
its/worldpac/techrpt/ar09-41.pdf.
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special conditions; however, others
have been replaced by different criteria
that reflect current research findings
described above, as well as design
features from the Gulfstream GVII model
side-facing seat design.
The special conditions contain the
additional safety standards that the
Administrator considers necessary to
establish a level of safety equivalent to
that established by the existing
airworthiness standards.
Discussion of Comments
The FAA issued Notice of Proposed
Special Conditions No. 25–23–07–SC
for the Gulfstream Model GVIII–G700
and GVIII–G800 airplanes, which was
published in the Federal Register on
February 1, 2024 (89 FR 6443).
The FAA received responses from two
anonymous commenters. One
commenter stated that they support the
special conditions as proposed. The
second commenter requested the FAA
make the following changes to the
proposed special conditions:
1. The commenter requested the FAA
replace the term ‘‘airbag’’ with
‘‘automatically deploying safety
system.’’ The commenter stated that it
should be clear that the installation of
a different kind of automatically
deploying safety system would
necessitate the issuance of a new special
condition. The FAA acknowledges that
the current automatically-deploying
safety systems proposed by applicants
are airbag systems. If in the future the
technology proposed by applicants
should change, then there may be need
for another special condition. No
changes were made to these special
conditions as a result of this comment.
2. The commenter stated that the
proposed special conditions paragraph
1.e(1)(b) may cause confusion, in that
the word ‘‘bottom’’ is singular and the
word ‘‘feet’’ is plural. This wording,
according to the commenter, could lead
to an interpretation that the force of
about 20 pounds (lbs) may be applied to
each foot, plus it is not specified that
the force be applied uniformly. The
commenter also suggested a specific
revision to the text of this paragraph to
address these concerns. The FAA
disagrees that there is ambiguity or that
a change is necessary. The 20 lbs of
force is the total force applied to the
bottom of the feet. The text of the
special condition is similar to the
language of FAA Policy Statement PS–
ANM–25–03–R1 ‘‘Technical Criteria for
Approving Side-Facing Seats.’’ No
changes were made to these special
conditions as a result of this comment.
3. The commenter suggested several
changes to the formatting and technical
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content of paragraph 2.g. of the special
conditions. The commenter suggested
adding a colon at the end of paragraph
g., and that subsequent special
conditions should be numbered below
that paragraph. The commenter also
stated that paragraph 2.g. does not
explicitly state when lap belt tension
must be limited to 250 lbs, and that the
rationale for the limit in the Civil
Aerospace Medical Institute (CAMI)
report does not have to be specified in
the proposed special conditions. The
commenter further stated that paragraph
2.g. has a typographical error in that
data should be filtered at ‘‘CFC 600’’ as
defined in SAE JS211–1 ‘‘Surface
Vehicle Recommended Practice.’’ The
FAA agrees with most of the comments
received on paragraph 2.g. The FAA has
revised the formatting of paragraph 2.g.
to reflect the requirements clearly. The
FAA does not concur with the
commenter that the data should be
filtered at CFC 600 versus 60. Sixty is
the correct value for belt loads in SAE
JS211–1.
4. The commenter made two
comments regarding paragraph 4.a. of
these special conditions. The
commenter suggested the FAA revise
the phrase ‘‘that range of occupants’’
because it is missing explanation as to
which range of occupants is being
referred to. The FAA disagrees. The
range of occupants is provided in
Paragraph 3.b. Paragraph 3. states that
‘‘For all airbag systems in the shoulder
harness and for leg flail the following
apply’’ . . . Paragraph b. states that the
means of protection must take into
consideration a range of stature from a
2-year-old child to a 95th percentile
male.
The commenter further stated that in
paragraph 4.a., the situations that must
be considered do not account for the
possibility that the seat occupant is a
child in a child restraint device or
booster seat. The FAA disagrees. Booster
seats are not allowed. If a child restraint
device is installed, the installation must
show it would not harm the occupant,
otherwise an operating limitation would
need to limit to no child restraint device
per condition 4.b. No changes were
made to these special conditions as a
result of this comment.
Except as discussed above, the special
conditions are adopted as proposed.
Applicability
As discussed above, these special
conditions are applicable to the
Gulfstream Model GVIII–G700 and
GVIII–G800 series airplanes. Should
Gulfstream apply at a later date for a
change to the type certificate to include
another model that incorporates the
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same novel or unusual design feature, or
should any other model already
included on the same type certificate be
modified to incorporate the same novel
or unusual design feature, these special
conditions would apply to the other
model as well.
Under standard practice, the effective
date of final special conditions would
be 30 days after the date of publication
in the Federal Register. However, as the
certification date for the Gulfstream
Model GVIII–G700 and GVIII–G800
series airplanes is imminent, the FAA
finds that good cause exists to make
these special conditions effective upon
publication.
Conclusion
This action affects only a certain
novel or unusual design feature on
Gulfstream Model GVIII–G700 and
GVIII–G800 series of airplanes. It is not
a rule of general applicability.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
Authority Citation
The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(f), 106(g), 40113,
44701, 44702, 44704.
The Special Conditions
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the type
certification basis for Gulfstream Model
GVIII–G700 and GVIII–G800 series
airplanes.
In addition to the airworthiness
standards in §§ 25.562 and 25.785, the
FAA issues the following special
conditions as part of the type
certification basis for the Gulfstream
Model GVIII–G700 and GVIII–G800
series aircraft. Items 1 through 3 are
applicable to all side-facing seat
installations on these airplanes. Item 4
imposes additional requirements
applicable to side-facing seats equipped
with an airbag system in the shoulder
belt. Item 5 imposes additional
requirements applicable to side-facing
seats equipped with leg-flail airbag
systems.
1. Additional requirements applicable
to tests or rational analysis conducted to
show compliance with §§ 25.562 and
25.785 for side-facing seats:
a. The longitudinal test(s) conducted
in accordance with § 25.562(b)(2) to
show compliance with the seat-strength
requirements of § 25.562(c)(7) and (8),
and these special conditions must have
an ES–2re anthropomorphic test dummy
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18343
(ATD) (49 CFR part 572 subpart U) or
equivalent, or a Hybrid–II ATD (49 CFR
part 572, subpart B as specified in
§ 25.562) or equivalent, occupying each
seat position and including all items
contactable by the occupant (e.g.,
armrest, interior wall, or furnishing) if
those items are necessary to restrain the
occupant. If included, the floor
representation and contactable items
must be located such that their relative
position, with respect to the center of
the nearest seat place, is the same at the
start of the test as before floor
misalignment is applied. For example, if
floor misalignment rotates the centerline
of the seat place nearest the contactable
item 8 degrees clockwise about the
aircraft x-axis, then the item and floor
representations must be rotated by 8
degrees clockwise also to maintain the
same relative position to the seat place,
as shown in Figure 1. Each ATD’s
relative position to the seat after
application of floor misalignment must
be the same as before misalignment is
applied. The ATD pelvis must remain
supported by the seat pan, and the
restraint system must remain on the
pelvis and shoulder of the ATD until
rebound begins. No injury-criteria
evaluation is necessary for tests
conducted only to assess seat-strength
requirements.
b. The longitudinal test(s) conducted
in accordance with § 25.562(b)(2), to
show compliance with the injury
assessments required by § 25.562(c) and
these special conditions, may be
conducted separately from the test(s) to
show structural integrity. Structuralassessment tests must be conducted as
specified in paragraph 1.a., above, and
the injury-assessment test must be
conducted without yaw or floor
misalignment. Injury assessments may
be accomplished by testing with ES–2re
ATD (49 CFR part 572 subpart U) or
equivalent at all places. Alternatively,
these assessments may be accomplished
by multiple tests that use an ES–2re at
the seat place being evaluated, and a
Hybrid–II ATD (49 CFR part 572,
subpart B, as specified in § 25.562) or
equivalent used in all seat places
forward of the one being assessed, to
evaluate occupant interaction. Seat
places aft of the one being assessed may
be unoccupied. If a seat installation
includes adjacent items that are
contactable by the occupant, the injury
potential of that contact must be
assessed. To make this assessment, tests
may be conducted that include the
actual item, located, and attached in a
representative fashion. Alternatively,
the injury potential may be assessed by
a combination of tests with items having
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the same geometry as the actual item,
but having stiffness characteristics that
would create the worst case for injury
(injuries due to both contact with the
item and lack of support from the item).
c. If a seat is installed aft of structure
(e.g., an interior wall or furnishing) that
does not have a homogeneous surface
contactable by the occupant, additional
analysis and/or test(s) may be required
to demonstrate that the injury criteria
are met for the area which an occupant
could contact. For example, different
yaw angles could result in different
injury considerations and may require
additional analysis or separate test(s) to
evaluate.
d. To accommodate a range of
occupant heights (5th percentile female
to 95th percentile male), the surface of
items contactable by the occupant must
be homogenous 7.3 inches (185 mm)
above and 7.9 inches (200 mm) below
the point (center of area) that is
contacted by the 50th percentile male
size ATD’s head during the longitudinal
test(s) conducted in accordance with
paragraphs a, b, and c, above.
Otherwise, additional head-injury
criteria (HIC) assessment tests may be
necessary. Any surface (inflatable or
otherwise) that provides support for the
occupant of any seat place must provide
that support in a consistent manner
regardless of occupant stature. For
example, if an inflatable shoulder belt is
used to mitigate injury risk, then it must
be demonstrated by inspection to bear
against the range of occupants in a
similar manner before and after
inflation. Likewise, the means of
limiting lower-leg flail must be
demonstrated by inspection to provide
protection for the range of occupants in
a similar manner.
e. For longitudinal test(s) conducted
in accordance with § 25.562(b)(2) and
these special conditions, the ATDs must
be positioned, clothed, and have lateral
instrumentation configured as follows:
(1) ATD positioning:
Lower the ATD vertically into the seat
while simultaneously (see Figure 2 for
illustration):
(a) Aligning the midsagittal plane (a
vertical plane through the midline of the
body; dividing the body into right and
left halves) with approximately the
middle of the seat place.
(b) Applying a horizontal x-axis
direction (in the ATD coordinate
system) force of about 20 pounds (lbs)
(89 Newtons [N]) to the bottom of the
feet of the ATD with the legs straight, to
compress the seat back cushion.
(c) Keeping the legs nearly horizontal
by supporting them just behind the
ankles.
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(d) Once all lifting devices have been
removed from the ATD:
(i) Rock it slightly to settle it in the
seat.
(ii) Gently lower the ankles of the
ATD bending the legs at the knee joints.
Do not allow the pelvis of the ATD to
be moved when the lower legs are
lowered. The seat back cushion must
remain compressed. Separate the knees
by about 4 inches (100 mm).
(iii) Set the ES–2re’s head at
approximately the midpoint of the
available range of z-axis rotation (to
align the head and torso midsagittal
planes).
(iv) Position the ES–2re’s arms at the
joint’s mechanical detent that puts them
at approximately a 40-degree angle with
respect to the torso. Position the HybridII ATD hands on top of its upper legs.
(v) Position the feet such that the
centerlines of the lower legs are
approximately parallel to a lateral
vertical plane (in the aircraft coordinate
system).
(2) ATD clothing: Clothe each ATD in
form-fitting, mid-calf-length (minimum)
pants and shoes (size 11E) weighing
about 2.5 lb (1.1 Kg) total. The color of
the clothing should be in contrast to the
color of the restraint system. The ES–2re
jacket is sufficient for torso clothing,
although a form-fitting shirt may be
used in addition if desired.
(3) ES–2re ATD lateral
instrumentation: The rib-module linear
slides are directional, i.e., deflection
occurs in either a positive or negative
ATD y-axis direction. The modules
must be installed such that the moving
end of the rib module is toward the
front of the aircraft. The three
abdominal-force sensors must be
installed such that they are on the side
of the ATD toward the front of the
aircraft.
f. The combined horizontal/vertical
test, required by § 25.562(b)(1) and these
special conditions, must be conducted
with a Hybrid II ATD (49 CFR part 572
subpart B as specified in § 25.562), or
equivalent, occupying each seat
position.
g. Restraint systems:
(1) If inflatable restraint systems are
used, they must be active during all
dynamic tests conducted to show
compliance with § 25.562.
(2) The design and installation of seatbelt buckles must prevent unbuckling
due to applied inertial forces or impact
of the hands/arms of the occupant
during an emergency landing.
2. Additional performance measures
applicable to tests and rational analysis
conducted to show compliance with
§§ 25.562 and 25.785 for side-facing
seats:
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a. Body-to-body contact: Contact
between the head, pelvis, torso, or
shoulder area of one ATD with the
adjacent-seated ATD’s head, pelvis,
torso, or shoulder area is not allowed.
Contact during rebound is allowed.
b. Thoracic: The deflection of any of
the ES–2re ATD upper, middle, and
lower ribs must not exceed 1.73 inches
(44 mm). Data must be processed as
defined in Federal Motor Vehicle Safety
Standards (FMVSS) 571.214.
c. Abdominal: The sum of the
measured ES–2re ATD front, middle,
and rear abdominal forces must not
exceed 562 lbs (2,500 N). Data must be
processed as defined in FMVSS
571.214.
d. Pelvic: The pubic symphysis force
measured by the ES–2re ATD must not
exceed 1,350 lbs (6,000 N). Data must be
processed as defined in FMVSS
571.214.
e. Leg: Axial rotation of the upper-leg
(femur) must be limited to 35 degrees in
either direction from the nominal seated
position.
f. Neck: As measured by the ES–2re
ATD and filtered at CFC 600 as defined
in SAE J211:
(1) The upper-neck tension force at
the occipital condyle (O.C.) location
must be less than 405 lb (1,800 N).
(2) The upper-neck compression force
at the O.C. location must be less than
405 lb (1,800 N).
(3) The upper-neck bending torque
about the ATD x-axis at the O.C.
location must be less than 1,018 in-lb
(115 Nm).
(4) The upper-neck resultant shear
force at the O.C. location must be less
than 186 lb (825 N).
g. Occupant (ES–2re ATD) retention:
The upper-torso restraint straps (if
present) must remain on the ATD’s
shoulder during the impact. The pelvic
restraint must remain on the ES–2re
ATD’s pelvis during the impact. The
pelvic restraint must remain on the ES–
2re ATD’s pelvis during rebound unless
the following criteria are met.
(1) A measurement of the belt loop
load during the time when the belt
moves above the pelvis (submarining)
must not exceed 500 lbs (2,225 N) (a 250
lb (1112.5 N) lap belt tension limit). Data
must be filtered at CFC 60 as defined in
SAE J211. To evaluate the pelvic
restraint performance using this
criterion, three things are needed:
(a) A clear indication of when the belt
moves above the pelvis. Loose clothing
can make it difficult to determine where
the top of the pelvis is, and in turn make
it hard to discern exactly when the belt
moved above it. This can be improved
by marking the top of the pelvis clearly
and by positioning the cameras so that
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Federal Register / Vol. 89, No. 50 / Wednesday, March 13, 2024 / Rules and Regulations
the position of the belt, relative to the
top of the pelvis can be observed
throughout the test (see Figure 3).
(b) A measurement of the belt tension
during the time when the belt moves
above the pelvis. Place the webbing
transducer to measure the total tension
in the forward lap belt segment. If a split
(combined body-centered and
conventional) leading belt is used,
measure the tension in the common
section so that it reflects the
contribution of each segment. Since this
placement typically produces contact
between the ATD and the transducer, it
is important to use a webbing
transducer that is not sensitive to
contact.
(c) Record useful video and belt load
data until significant ATD rebound
motion stops. Extra recording time is
necessary because submarining usually
occurs later in the test than other injury
criteria maximums. To completely
capture ATD rebound, the necessary
time could exceed 500 ms.
h. Occupant (ES–2re ATD) support:
(1) Pelvis excursion: The load-bearing
portion of the bottom of the ATD pelvis
must not translate beyond the edges of
its seat’s bottom seat-cushion
supporting structure.
(2) Upper-torso support: The lateral
flexion of the ATD torso must not
exceed 40 degrees from the normal
upright position during the impact.
3. For all airbag systems in the
shoulder harness and for leg flail, the
following apply:
a. Show that the airbag system will
deploy and provide protection under
crash conditions where it is necessary to
prevent serious injury.
b. The means of protection must take
into consideration a range of stature
from a 2-year-old child to a 95th
percentile male.
c. The airbag system must provide
adequate protection for each occupant
regardless of the number of occupants of
the seat assembly, considering that
unoccupied seats may have an active
airbag system.
d. It must be shown that the airbag
system is not susceptible to inadvertent
deployment as a result of wear and tear,
or inertial loads resulting from in-flight
or ground maneuvers (including gusts
and hard landings), and other operating
and environmental conditions
(vibrations, moisture, etc.) likely to
occur in service.
e. Deployment of the airbag system
must not introduce injury mechanisms
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to the seated occupant, or result in
injuries that could impede rapid egress.
This assessment should include an
occupant whose seat belt is loosely
fastened.
f. It must be shown that inadvertent
deployment of the airbag system, during
the most critical part of the flight, will
either meet the requirement of
§ 25.1309(b) or not cause a hazard to the
airplane or its occupants.
g. It must be shown that the airbag
system will not impede rapid egress of
occupants 10 seconds after airbag
deployment.
h. The airbag system must be
protected from lightning and highintensity radiated fields (HIRF). The
threats to the airplane specified in
existing regulations regarding lighting,
§ 25.1316, and HIRF, § 25.1317, are
adopted by reference for the purpose of
measuring lightning and HIRF
protection.
i. The airbag system must function
properly after loss of normal aircraft
electrical power, and after a transverse
separation of the fuselage at the most
critical location. A separation at the
location of the airbag system does not
have to be considered.
j. It must be shown that the airbag
system will not release hazardous
quantities of gas or particulate matter
into the cabin.
k. The airbag system installation must
be protected from the effects of fire such
that no hazard to occupants will result.
l. A means must be available for a
crewmember to verify the integrity of
the airbag system prior to each flight, or
it must be demonstrated to reliably
operate between inspection intervals.
The FAA considers that the loss of the
airbag-system deployment function
alone (i.e., independent of the
conditional event that requires the
airbag-system deployment) is a majorfailure condition.
m. The inflatable material may not
have an average burn rate of greater than
2.5 inches/minute when tested using the
horizontal flammability test defined in
part 25, appendix F, part I, paragraph
(b)(5).
n. The airbag system, once deployed,
must not adversely affect the
emergency-lighting system (i.e., block
floor proximity lights to the extent that
the lights no longer meet their intended
function).
o. The airbag system must perform its
intended function after impact from
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Sfmt 4700
18345
other proximate assemblies (e.g., life
raft) that may become detached under
the loads specified in §§ 25.561 and
25.562.
4. For seats with an airbag system in
the shoulder belts, the following apply:
a. The airbag system in the shoulder
belt must provide a consistent approach
to energy absorption throughout that
range of occupants. The airbag system
must be included in each of the
certification tests as it would be
installed in the airplane. In addition, the
following situations must be considered:
(1) The seat occupant is holding an
infant.
(2) The seat occupant is a pregnant
woman.
b. The design must prevent the airbag
system in the shoulder belt from being
either incorrectly buckled or incorrectly
installed, such that the airbag system in
the shoulder belt would not properly
deploy. Alternatively, it must be shown
that such deployment is not hazardous
to the occupant, and will provide the
required injury protection.
5. For seats using an airbag system to
meet the leg-flail conditions of 2.e. the
following apply:
a. At some buttock popliteal length
and effective seat bottom depth the
lower legs will not be able to make a 90degree angle with the upper leg; at this
point the lower leg flail would not
occur. The leg flail airbag system must
provide a consistent approach to
prevention of leg flail throughout that
range of occupants whose lower legs can
make a 90-degree angle with the upper
legs when seated upright in the seat.
Items that need to be considered
include, but are not limited to the range
of occupants’ popliteal height, the range
of occupants’ buttock popliteal length,
the design of the seat effective height
above the floor, and the effective depth
of the seat bottom cushion.
b. For all g-levels, if the design of the
leg flail limited device does absorb some
of the impact energy and returns only a
portion to the legs (a qualitative
assessment), then a rebound leg flail of
greater than 35 degrees is acceptable.
c. Threshold test severity must be
shown to be non-injurious (less than the
post-mortem human subject (PMHS)
low-g research testing) for g-levels up to
the point where the leg flail airbag is
designed to deploy.
BILLING CODE 4910–13–P
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Federal Register / Vol. 89, No. 50 / Wednesday, March 13, 2024 / Rules and Regulations
A Pa«to TestSelup
B. t.oan1Seat1'11dm1wi&tecl
C. Plditimltatafed~ .......
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Figure 1
Federal Register / Vol. 89, No. 50 / Wednesday, March 13, 2024 / Rules and Regulations
18347
YIIIIIIIFGDRlqUnd
to . _... Holllldll
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Figure 3
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Figure 2
18348
Federal Register / Vol. 89, No. 50 / Wednesday, March 13, 2024 / Rules and Regulations
Issued in Kansas City, Missouri, on March
6, 2024.
James David Foltz,
Manager, Technical Policy Branch, Policy and
Standards Division, Aircraft Certification
Service.
[FR Doc. 2024–05226 Filed 3–12–24; 8:45 am]
BILLING CODE 4910–13–C
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2023–2149; Project
Identifier MCAI–2023–00136–E; Amendment
39–22675; AD 2024–03–05]
RIN 2120–AA64
Airworthiness Directives; GE Aviation
Czech s.r.o. (Type Certificate
Previously Held by WALTER Engines
a.s., Walter a.s., and MOTORLET a.s.)
Engines
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
The FAA is superseding
Airworthiness Directive (AD) 2022–13–
16 for all GE Aviation Czech s.r.o.
(GEAC) (type certificate previously held
by WALTER Engines a.s., Walter a.s.,
and MOTORLET a.s.) Model M601D–11
engines; and AD 2022–14–12, for certain
GEAC Model M601D–11, M601E–11,
M601E–11A, M601E–11AS, M601E–
11S, and M601F engines. AD 2022–13–
16 required revising the airworthiness
limitations section (ALS) of the existing
engine maintenance manual (EMM) to
incorporate a visual inspection of the
centrifugal compressor case for cracks.
AD 2022–14–12 required replacing the
propeller shaft for Model M601F
engines. AD 2022–14–12 also required
calculating the accumulated life of the
propeller shaft and replacing the
propeller shaft, if necessary, for model
M601D–11, M601E–11, M601E–11A,
M601E–11AS, and M601E–11S engines.
Since the FAA issued AD 2022–13–16
and AD 2022–14–12, the manufacturer
revised the ALS of the existing EMM to
introduce new and more restrictive
tasks and limitations, expand the
applicability to all Model M601 engines,
and incorporate certain requirements
addressed by AD 2021–13–07 and AD
2023–01–10, which prompted this AD.
This AD requires revising the ALS of the
existing EMM and the operator’s
existing approved engine maintenance
or inspection program, as applicable, to
incorporate new and more restrictive
tasks and limitations, as specified in a
European Union Aviation Safety Agency
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SUMMARY:
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(EASA) AD, which is incorporated by
reference. The FAA is issuing this AD
to address the unsafe condition on these
products.
DATES: This AD is effective April 17,
2024.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of April 17, 2024.
ADDRESSES:
AD Docket: You may examine the AD
docket at regulations.gov under Docket
No.FAA–2023–2149; or in person at
Docket Operations between 9 a.m. and
5 p.m., Monday through Friday, except
Federal holidays. The AD docket
contains this final rule, the mandatory
continuing airworthiness information
(MCAI), any comments received, and
other information. The address for
Docket Operations is U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
Material Incorporated by Reference:
• For service information identified
in this final rule, contact EASA, KonradAdenauer-Ufer 3, 50668 Cologne,
Germany; phone: +49 221 8999 000;
email: ADs@easa.europa.eu; website:
easa.europa.eu. You may find this
material on the EASA website at
ad.easa.europa.eu.
• You may view this service
information at the FAA, Airworthiness
Products Section, Operational Safety
Branch, 1200 District Avenue,
Burlington, MA 01803. For information
on the availability of this material at the
FAA, call (817) 222–5110. It is also
available at regulations.gov under
Docket No. FAA–2023–2149.
FOR FURTHER INFORMATION CONTACT:
Barbara Caufield, Aviation Safety
Engineer, FAA, 1600 Stewart Avenue,
Suite 410, Westbury, NY 11590; phone:
(781) 238–7146; email:
barbara.caufield@faa.gov.
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2022–13–16,
Amendment 39–22102 (87 FR 37986,
June 27, 2022) (AD 2022–13–16); and
AD 2022–14–12, Amendment 39–22117
(87 FR 42066, July 14, 2022) (AD 2022–
14–12).
AD 2022–13–16 applied to all GEAC
Model M601D–11 engines and required
revising the ALS of the existing EMM to
incorporate a visual inspection of the
centrifugal compressor case. The FAA
issued AD 2022–13–16 to prevent
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Fmt 4700
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failure of the centrifugal compressor
case.
AD 2022–14–12 applied to certain
GEAC Model M601D–11, M601E–11,
M601E–11A, M601E–11AS, M601E–
11S, and M601F engines. For Model
M601F engines, AD 2022–14–12
required replacement of the propeller
shaft. For Model M601D–11, M601E–11,
M601E–11A, M601E–11AS, and
M601E–11S engines, AD 2022–14–12
required calculating the accumulated
life of the propeller shaft and replacing
the propeller shaft if necessary.
The NPRM published in the Federal
Register on November 14, 2023 (88 FR
77918). The NPRM was prompted by
EASA AD 2023–0020, dated January 23,
2023 (EASA AD 2023–0020) (also
referred to as the MCAI), issued by
EASA, which is the Technical Agent for
the Member States of the European
Union. The MCAI states that the
manufacturer revised the ALS to
incorporate new and more restrictive
tasks and limitations, expand the
applicability to all model M601 series
engines, and include certain
requirements that were previously
addressed by EASA Emergency AD
2021–0125–E and EASA AD 2021–0264.
The MCAI also states that the
manufacturer published service
information that specifies instructions
to determine the accumulated life of
certain propeller shafts.
You may examine the MCAI in the
AD docket at regulations.gov under
Docket No. FAA–2023–2149.
In the NPRM, the FAA proposed to
require revising the ALS of the existing
EMM and the operator’s existing
approved engine maintenance or
inspection program, as applicable, to
incorporate new and more restrictive
tasks and limitations.
Discussion of Final Airworthiness
Directive
Comments
The FAA received no comments on
the NPRM or on the determination of
the costs.
Conclusion
These products have been approved
by the aviation authority of another
country and are approved for operation
in the United States. Pursuant to the
FAA’s bilateral agreement with this
State of Design Authority, it has notified
the FAA of the unsafe condition
described in the MCAI referenced
above. The FAA reviewed the relevant
data and determined that air safety
requires adopting this AD as proposed.
Accordingly, the FAA is issuing this AD
to address the unsafe condition on these
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]]>Agencies
[Federal Register Volume 89, Number 50 (Wednesday, March 13, 2024)]
[Rules and Regulations]
[Pages 18341-18348]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2024-05226]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2023-2435; Special Conditions No. 25-862-SC]
Special Conditions: Gulfstream Aerospace Corporation Model GVIII-
G700 and GVIII-G800 Series Airplanes; Dynamic Test Requirements for
Single- and Multiple-Occupant Side-Facing Seats With or Without Airbag
Systems
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Gulfstream
Aerospace Corporation (Gulfstream) Model GVIII-G700 and GVIII-G800
series airplanes. These airplanes will have a novel or unusual design
feature when compared to the state of technology envisioned in the
airworthiness standards for transport category airplanes. This design
feature is side-facing seats oriented in the aircraft with the occupant
facing 90 degrees to the direction of aircraft travel. The applicable
airworthiness regulations do not contain adequate or appropriate safety
standards for this design feature. These special conditions contain the
additional safety standards that the Administrator considers necessary
to establish a level of safety equivalent to that established by the
existing airworthiness standards.
DATES: Effective March 13, 2024.
FOR FURTHER INFORMATION CONTACT: Myra Kuck, Cabin Safety, AIR-624,
Technical Policy Branch, Policy and Standards Division, Aircraft
Certification Service, Federal Aviation Administration, Aircraft
Certification Policy and Standards, 3960 Paramount Blvd., Suite 100,
Lakewood, CA 90712; telephone and fax 405-666-1059; email
[email protected].
SUPPLEMENTARY INFORMATION:
Background
On December 31, 2019, Gulfstream applied for an amendment to Type
Certificate No. T00015AT to include the new Model GVIII-G700 and GVIII-
G800 series airplanes. These airplanes, which will be derivatives of
the Model GVI currently approved under Type Certificate No. T00015AT,
are twin-engine, transport-category airplanes, with seating for 19
passengers, and a maximum take-off weight of 107,600 pounds (GVIII-
G700) and 105,600 pounds (GVIII-G800).
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.101, Gulfstream must show that the Model GVIII-G700 and GVIII-
G800 series airplanes meet the applicable provisions of the regulations
listed in Type Certificate No. T00015AT, or the applicable regulations
in effect on the date of application for the change, except for earlier
amendments as agreed upon by the FAA.
[[Page 18342]]
If the Administrator finds that the applicable airworthiness
regulations do not contain adequate or appropriate safety standards for
the Gulfstream Model GVIII-G700 and GVIII-G800 series airplanes because
of a novel or unusual design feature, special conditions are prescribed
under the provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, or should any other model already included on
the same type certificate be modified to incorporate the same novel or
unusual design feature, these special conditions would also apply to
the other model under Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the Gulfstream Model GVIII-G700 and GVIII-G800 series
airplanes must comply with the exhaust-emission requirements of 14 CFR
part 34, and the noise-certification requirements of 14 CFR part 36.
The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with 14 CFR 11.38, and they become part of the type
certification basis under Sec. 21.101.
Novel or Unusual Design Feature
The Gulfstream Model GVIII-G700 and GVIII-G800 airplanes will
incorporate the following novel or unusual design feature:
Side-facing seats, oriented in the aircraft with the occupant
facing 90 degrees to the direction of aircraft travel, with or without
incorporation of an airbag systems or inflatables.
Discussion
On June 16, 1988, 14 CFR part 25 was amended to revise the
emergency landing conditions that must be considered in the design of
transport category airplanes. This amendment (25-64) revised the static
load conditions in Sec. 25.561 and added a new Sec. 25.562 that
required dynamic testing for all seats approved for occupancy during
takeoff and landing. The intent of Amendment 25-64 was to provide an
improved level of safety for occupants on transport category airplanes;
however, because most seating on transport category airplanes is
forward-facing, the pass/fail criteria developed in Amendment 25-64
focused primarily on these seats.
Prior to 2012, the FAA granted exemptions \1\ for the multiple-
place side-facing-seat installations because the existing test methods
and acceptance criteria did not produce a level of safety equivalent to
the level of safety provided for forward-and aft-facing seats. These
exemptions were subject to many conditions that reflected the injury-
evaluation criteria and mitigation strategies available at the time of
the exemption issuance. The FAA also issued special conditions to
address single-place side-facing seats because it determined, at the
time, that those conditions provided the same level of safety as for
forward- and aft-facing seats.
---------------------------------------------------------------------------
\1\ See, generally, Exemption Nos. 7120C, 7878A, and 9900.
---------------------------------------------------------------------------
Due to the novelty of side-facing seats in transport category
airplanes, acceptable safety measures for Sec. 25.562 were unknown.
The FAA conducted research to develop an acceptable method of
compliance with Sec. Sec. 25.562 and 25.785(b) for side-facing seat
installations. That research has identified injury considerations and
evaluation criteria in addition to those previously used to approve
side-facing seats (see published report DOT/FAA/AR-09/41, July 2011
\2\). One particular concern that was identified during the FAA's
research program but not addressed in special conditions prior to 2012
was the significant leg injuries that can occur to occupants of both
single- and multiple-place side-facing seats. Because this type of
injury does not occur on forward- and aft-facing seats, the FAA
determined that to achieve the level of safety envisioned in Amendment
25-64, additional requirements would be needed as compared to
previously issued special conditions. Nonetheless, the research has now
allowed the development of a single set of special conditions that is
applicable to all fully side-facing seats.
---------------------------------------------------------------------------
\2\ Document available at https://www.tc.faa.gov/its/worldpac/techrpt/ar09-41.pdf.
---------------------------------------------------------------------------
On November 5, 2012, the FAA released PS-ANM-25-03-R1, ``Technical
Criteria for Approving Side-Facing Seats,'' to update existing FAA
certification policy on Sec. Sec. 25.562 and 25.785(a) and (b) at
Amendment 25-64 for single- and multiple-place side-facing seats. This
policy addressed both the technical criteria for approving side-facing
seats and the implementation of those criteria. The FAA methodology
detailed in PS-ANM-25-03-R1 has been used to develop these special
conditions. Some of the conditions issued for previous exemptions are
still relevant and are included in these special conditions; however,
others have been replaced by different criteria that reflect current
research findings described above, as well as design features from the
Gulfstream GVII model side-facing seat design.
The special conditions contain the additional safety standards that
the Administrator considers necessary to establish a level of safety
equivalent to that established by the existing airworthiness standards.
Discussion of Comments
The FAA issued Notice of Proposed Special Conditions No. 25-23-07-
SC for the Gulfstream Model GVIII-G700 and GVIII-G800 airplanes, which
was published in the Federal Register on February 1, 2024 (89 FR 6443).
The FAA received responses from two anonymous commenters. One
commenter stated that they support the special conditions as proposed.
The second commenter requested the FAA make the following changes to
the proposed special conditions:
1. The commenter requested the FAA replace the term ``airbag'' with
``automatically deploying safety system.'' The commenter stated that it
should be clear that the installation of a different kind of
automatically deploying safety system would necessitate the issuance of
a new special condition. The FAA acknowledges that the current
automatically-deploying safety systems proposed by applicants are
airbag systems. If in the future the technology proposed by applicants
should change, then there may be need for another special condition. No
changes were made to these special conditions as a result of this
comment.
2. The commenter stated that the proposed special conditions
paragraph 1.e(1)(b) may cause confusion, in that the word ``bottom'' is
singular and the word ``feet'' is plural. This wording, according to
the commenter, could lead to an interpretation that the force of about
20 pounds (lbs) may be applied to each foot, plus it is not specified
that the force be applied uniformly. The commenter also suggested a
specific revision to the text of this paragraph to address these
concerns. The FAA disagrees that there is ambiguity or that a change is
necessary. The 20 lbs of force is the total force applied to the bottom
of the feet. The text of the special condition is similar to the
language of FAA Policy Statement PS-ANM-25-03-R1 ``Technical Criteria
for Approving Side-Facing Seats.'' No changes were made to these
special conditions as a result of this comment.
3. The commenter suggested several changes to the formatting and
technical
[[Page 18343]]
content of paragraph 2.g. of the special conditions. The commenter
suggested adding a colon at the end of paragraph g., and that
subsequent special conditions should be numbered below that paragraph.
The commenter also stated that paragraph 2.g. does not explicitly state
when lap belt tension must be limited to 250 lbs, and that the
rationale for the limit in the Civil Aerospace Medical Institute (CAMI)
report does not have to be specified in the proposed special
conditions. The commenter further stated that paragraph 2.g. has a
typographical error in that data should be filtered at ``CFC 600'' as
defined in SAE JS211-1 ``Surface Vehicle Recommended Practice.'' The
FAA agrees with most of the comments received on paragraph 2.g. The FAA
has revised the formatting of paragraph 2.g. to reflect the
requirements clearly. The FAA does not concur with the commenter that
the data should be filtered at CFC 600 versus 60. Sixty is the correct
value for belt loads in SAE JS211-1.
4. The commenter made two comments regarding paragraph 4.a. of
these special conditions. The commenter suggested the FAA revise the
phrase ``that range of occupants'' because it is missing explanation as
to which range of occupants is being referred to. The FAA disagrees.
The range of occupants is provided in Paragraph 3.b. Paragraph 3.
states that ``For all airbag systems in the shoulder harness and for
leg flail the following apply'' . . . Paragraph b. states that the
means of protection must take into consideration a range of stature
from a 2-year-old child to a 95th percentile male.
The commenter further stated that in paragraph 4.a., the situations
that must be considered do not account for the possibility that the
seat occupant is a child in a child restraint device or booster seat.
The FAA disagrees. Booster seats are not allowed. If a child restraint
device is installed, the installation must show it would not harm the
occupant, otherwise an operating limitation would need to limit to no
child restraint device per condition 4.b. No changes were made to these
special conditions as a result of this comment.
Except as discussed above, the special conditions are adopted as
proposed.
Applicability
As discussed above, these special conditions are applicable to the
Gulfstream Model GVIII-G700 and GVIII-G800 series airplanes. Should
Gulfstream apply at a later date for a change to the type certificate
to include another model that incorporates the same novel or unusual
design feature, or should any other model already included on the same
type certificate be modified to incorporate the same novel or unusual
design feature, these special conditions would apply to the other model
as well.
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register. However, as the certification date for the Gulfstream
Model GVIII-G700 and GVIII-G800 series airplanes is imminent, the FAA
finds that good cause exists to make these special conditions effective
upon publication.
Conclusion
This action affects only a certain novel or unusual design feature
on Gulfstream Model GVIII-G700 and GVIII-G800 series of airplanes. It
is not a rule of general applicability.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
Authority Citation
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701, 44702, 44704.
The Special Conditions
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for Gulfstream Model GVIII-G700 and GVIII-
G800 series airplanes.
In addition to the airworthiness standards in Sec. Sec. 25.562 and
25.785, the FAA issues the following special conditions as part of the
type certification basis for the Gulfstream Model GVIII-G700 and GVIII-
G800 series aircraft. Items 1 through 3 are applicable to all side-
facing seat installations on these airplanes. Item 4 imposes additional
requirements applicable to side-facing seats equipped with an airbag
system in the shoulder belt. Item 5 imposes additional requirements
applicable to side-facing seats equipped with leg-flail airbag systems.
1. Additional requirements applicable to tests or rational analysis
conducted to show compliance with Sec. Sec. 25.562 and 25.785 for
side-facing seats:
a. The longitudinal test(s) conducted in accordance with Sec.
25.562(b)(2) to show compliance with the seat-strength requirements of
Sec. 25.562(c)(7) and (8), and these special conditions must have an
ES-2re anthropomorphic test dummy (ATD) (49 CFR part 572 subpart U) or
equivalent, or a Hybrid-II ATD (49 CFR part 572, subpart B as specified
in Sec. 25.562) or equivalent, occupying each seat position and
including all items contactable by the occupant (e.g., armrest,
interior wall, or furnishing) if those items are necessary to restrain
the occupant. If included, the floor representation and contactable
items must be located such that their relative position, with respect
to the center of the nearest seat place, is the same at the start of
the test as before floor misalignment is applied. For example, if floor
misalignment rotates the centerline of the seat place nearest the
contactable item 8 degrees clockwise about the aircraft x-axis, then
the item and floor representations must be rotated by 8 degrees
clockwise also to maintain the same relative position to the seat
place, as shown in Figure 1. Each ATD's relative position to the seat
after application of floor misalignment must be the same as before
misalignment is applied. The ATD pelvis must remain supported by the
seat pan, and the restraint system must remain on the pelvis and
shoulder of the ATD until rebound begins. No injury-criteria evaluation
is necessary for tests conducted only to assess seat-strength
requirements.
b. The longitudinal test(s) conducted in accordance with Sec.
25.562(b)(2), to show compliance with the injury assessments required
by Sec. 25.562(c) and these special conditions, may be conducted
separately from the test(s) to show structural integrity. Structural-
assessment tests must be conducted as specified in paragraph 1.a.,
above, and the injury-assessment test must be conducted without yaw or
floor misalignment. Injury assessments may be accomplished by testing
with ES-2re ATD (49 CFR part 572 subpart U) or equivalent at all
places. Alternatively, these assessments may be accomplished by
multiple tests that use an ES-2re at the seat place being evaluated,
and a Hybrid-II ATD (49 CFR part 572, subpart B, as specified in Sec.
25.562) or equivalent used in all seat places forward of the one being
assessed, to evaluate occupant interaction. Seat places aft of the one
being assessed may be unoccupied. If a seat installation includes
adjacent items that are contactable by the occupant, the injury
potential of that contact must be assessed. To make this assessment,
tests may be conducted that include the actual item, located, and
attached in a representative fashion. Alternatively, the injury
potential may be assessed by a combination of tests with items having
[[Page 18344]]
the same geometry as the actual item, but having stiffness
characteristics that would create the worst case for injury (injuries
due to both contact with the item and lack of support from the item).
c. If a seat is installed aft of structure (e.g., an interior wall
or furnishing) that does not have a homogeneous surface contactable by
the occupant, additional analysis and/or test(s) may be required to
demonstrate that the injury criteria are met for the area which an
occupant could contact. For example, different yaw angles could result
in different injury considerations and may require additional analysis
or separate test(s) to evaluate.
d. To accommodate a range of occupant heights (5th percentile
female to 95th percentile male), the surface of items contactable by
the occupant must be homogenous 7.3 inches (185 mm) above and 7.9
inches (200 mm) below the point (center of area) that is contacted by
the 50th percentile male size ATD's head during the longitudinal
test(s) conducted in accordance with paragraphs a, b, and c, above.
Otherwise, additional head-injury criteria (HIC) assessment tests may
be necessary. Any surface (inflatable or otherwise) that provides
support for the occupant of any seat place must provide that support in
a consistent manner regardless of occupant stature. For example, if an
inflatable shoulder belt is used to mitigate injury risk, then it must
be demonstrated by inspection to bear against the range of occupants in
a similar manner before and after inflation. Likewise, the means of
limiting lower-leg flail must be demonstrated by inspection to provide
protection for the range of occupants in a similar manner.
e. For longitudinal test(s) conducted in accordance with Sec.
25.562(b)(2) and these special conditions, the ATDs must be positioned,
clothed, and have lateral instrumentation configured as follows:
(1) ATD positioning:
Lower the ATD vertically into the seat while simultaneously (see
Figure 2 for illustration):
(a) Aligning the midsagittal plane (a vertical plane through the
midline of the body; dividing the body into right and left halves) with
approximately the middle of the seat place.
(b) Applying a horizontal x-axis direction (in the ATD coordinate
system) force of about 20 pounds (lbs) (89 Newtons [N]) to the bottom
of the feet of the ATD with the legs straight, to compress the seat
back cushion.
(c) Keeping the legs nearly horizontal by supporting them just
behind the ankles.
(d) Once all lifting devices have been removed from the ATD:
(i) Rock it slightly to settle it in the seat.
(ii) Gently lower the ankles of the ATD bending the legs at the
knee joints. Do not allow the pelvis of the ATD to be moved when the
lower legs are lowered. The seat back cushion must remain compressed.
Separate the knees by about 4 inches (100 mm).
(iii) Set the ES-2re's head at approximately the midpoint of the
available range of z-axis rotation (to align the head and torso
midsagittal planes).
(iv) Position the ES-2re's arms at the joint's mechanical detent
that puts them at approximately a 40-degree angle with respect to the
torso. Position the Hybrid-II ATD hands on top of its upper legs.
(v) Position the feet such that the centerlines of the lower legs
are approximately parallel to a lateral vertical plane (in the aircraft
coordinate system).
(2) ATD clothing: Clothe each ATD in form-fitting, mid-calf-length
(minimum) pants and shoes (size 11E) weighing about 2.5 lb (1.1 Kg)
total. The color of the clothing should be in contrast to the color of
the restraint system. The ES-2re jacket is sufficient for torso
clothing, although a form-fitting shirt may be used in addition if
desired.
(3) ES-2re ATD lateral instrumentation: The rib-module linear
slides are directional, i.e., deflection occurs in either a positive or
negative ATD y-axis direction. The modules must be installed such that
the moving end of the rib module is toward the front of the aircraft.
The three abdominal-force sensors must be installed such that they are
on the side of the ATD toward the front of the aircraft.
f. The combined horizontal/vertical test, required by Sec.
25.562(b)(1) and these special conditions, must be conducted with a
Hybrid II ATD (49 CFR part 572 subpart B as specified in Sec. 25.562),
or equivalent, occupying each seat position.
g. Restraint systems:
(1) If inflatable restraint systems are used, they must be active
during all dynamic tests conducted to show compliance with Sec.
25.562.
(2) The design and installation of seat-belt buckles must prevent
unbuckling due to applied inertial forces or impact of the hands/arms
of the occupant during an emergency landing.
2. Additional performance measures applicable to tests and rational
analysis conducted to show compliance with Sec. Sec. 25.562 and 25.785
for side-facing seats:
a. Body-to-body contact: Contact between the head, pelvis, torso,
or shoulder area of one ATD with the adjacent-seated ATD's head,
pelvis, torso, or shoulder area is not allowed. Contact during rebound
is allowed.
b. Thoracic: The deflection of any of the ES-2re ATD upper, middle,
and lower ribs must not exceed 1.73 inches (44 mm). Data must be
processed as defined in Federal Motor Vehicle Safety Standards (FMVSS)
571.214.
c. Abdominal: The sum of the measured ES-2re ATD front, middle, and
rear abdominal forces must not exceed 562 lbs (2,500 N). Data must be
processed as defined in FMVSS 571.214.
d. Pelvic: The pubic symphysis force measured by the ES-2re ATD
must not exceed 1,350 lbs (6,000 N). Data must be processed as defined
in FMVSS 571.214.
e. Leg: Axial rotation of the upper-leg (femur) must be limited to
35 degrees in either direction from the nominal seated position.
f. Neck: As measured by the ES-2re ATD and filtered at CFC 600 as
defined in SAE J211:
(1) The upper-neck tension force at the occipital condyle (O.C.)
location must be less than 405 lb (1,800 N).
(2) The upper-neck compression force at the O.C. location must be
less than 405 lb (1,800 N).
(3) The upper-neck bending torque about the ATD x-axis at the O.C.
location must be less than 1,018 in-lb (115 Nm).
(4) The upper-neck resultant shear force at the O.C. location must
be less than 186 lb (825 N).
g. Occupant (ES-2re ATD) retention: The upper-torso restraint
straps (if present) must remain on the ATD's shoulder during the
impact. The pelvic restraint must remain on the ES-2re ATD's pelvis
during the impact. The pelvic restraint must remain on the ES-2re ATD's
pelvis during rebound unless the following criteria are met.
(1) A measurement of the belt loop load during the time when the
belt moves above the pelvis (submarining) must not exceed 500 lbs
(2,225 N) (a 250 lb (1112.5 N) lap belt tension limit). Data must be
filtered at CFC 60 as defined in SAE J211. To evaluate the pelvic
restraint performance using this criterion, three things are needed:
(a) A clear indication of when the belt moves above the pelvis.
Loose clothing can make it difficult to determine where the top of the
pelvis is, and in turn make it hard to discern exactly when the belt
moved above it. This can be improved by marking the top of the pelvis
clearly and by positioning the cameras so that
[[Page 18345]]
the position of the belt, relative to the top of the pelvis can be
observed throughout the test (see Figure 3).
(b) A measurement of the belt tension during the time when the belt
moves above the pelvis. Place the webbing transducer to measure the
total tension in the forward lap belt segment. If a split (combined
body-centered and conventional) leading belt is used, measure the
tension in the common section so that it reflects the contribution of
each segment. Since this placement typically produces contact between
the ATD and the transducer, it is important to use a webbing transducer
that is not sensitive to contact.
(c) Record useful video and belt load data until significant ATD
rebound motion stops. Extra recording time is necessary because
submarining usually occurs later in the test than other injury criteria
maximums. To completely capture ATD rebound, the necessary time could
exceed 500 ms.
h. Occupant (ES-2re ATD) support:
(1) Pelvis excursion: The load-bearing portion of the bottom of the
ATD pelvis must not translate beyond the edges of its seat's bottom
seat-cushion supporting structure.
(2) Upper-torso support: The lateral flexion of the ATD torso must
not exceed 40 degrees from the normal upright position during the
impact.
3. For all airbag systems in the shoulder harness and for leg
flail, the following apply:
a. Show that the airbag system will deploy and provide protection
under crash conditions where it is necessary to prevent serious injury.
b. The means of protection must take into consideration a range of
stature from a 2-year-old child to a 95th percentile male.
c. The airbag system must provide adequate protection for each
occupant regardless of the number of occupants of the seat assembly,
considering that unoccupied seats may have an active airbag system.
d. It must be shown that the airbag system is not susceptible to
inadvertent deployment as a result of wear and tear, or inertial loads
resulting from in-flight or ground maneuvers (including gusts and hard
landings), and other operating and environmental conditions
(vibrations, moisture, etc.) likely to occur in service.
e. Deployment of the airbag system must not introduce injury
mechanisms to the seated occupant, or result in injuries that could
impede rapid egress. This assessment should include an occupant whose
seat belt is loosely fastened.
f. It must be shown that inadvertent deployment of the airbag
system, during the most critical part of the flight, will either meet
the requirement of Sec. 25.1309(b) or not cause a hazard to the
airplane or its occupants.
g. It must be shown that the airbag system will not impede rapid
egress of occupants 10 seconds after airbag deployment.
h. The airbag system must be protected from lightning and high-
intensity radiated fields (HIRF). The threats to the airplane specified
in existing regulations regarding lighting, Sec. 25.1316, and HIRF,
Sec. 25.1317, are adopted by reference for the purpose of measuring
lightning and HIRF protection.
i. The airbag system must function properly after loss of normal
aircraft electrical power, and after a transverse separation of the
fuselage at the most critical location. A separation at the location of
the airbag system does not have to be considered.
j. It must be shown that the airbag system will not release
hazardous quantities of gas or particulate matter into the cabin.
k. The airbag system installation must be protected from the
effects of fire such that no hazard to occupants will result.
l. A means must be available for a crewmember to verify the
integrity of the airbag system prior to each flight, or it must be
demonstrated to reliably operate between inspection intervals. The FAA
considers that the loss of the airbag-system deployment function alone
(i.e., independent of the conditional event that requires the airbag-
system deployment) is a major-failure condition.
m. The inflatable material may not have an average burn rate of
greater than 2.5 inches/minute when tested using the horizontal
flammability test defined in part 25, appendix F, part I, paragraph
(b)(5).
n. The airbag system, once deployed, must not adversely affect the
emergency-lighting system (i.e., block floor proximity lights to the
extent that the lights no longer meet their intended function).
o. The airbag system must perform its intended function after
impact from other proximate assemblies (e.g., life raft) that may
become detached under the loads specified in Sec. Sec. 25.561 and
25.562.
4. For seats with an airbag system in the shoulder belts, the
following apply:
a. The airbag system in the shoulder belt must provide a consistent
approach to energy absorption throughout that range of occupants. The
airbag system must be included in each of the certification tests as it
would be installed in the airplane. In addition, the following
situations must be considered:
(1) The seat occupant is holding an infant.
(2) The seat occupant is a pregnant woman.
b. The design must prevent the airbag system in the shoulder belt
from being either incorrectly buckled or incorrectly installed, such
that the airbag system in the shoulder belt would not properly deploy.
Alternatively, it must be shown that such deployment is not hazardous
to the occupant, and will provide the required injury protection.
5. For seats using an airbag system to meet the leg-flail
conditions of 2.e. the following apply:
a. At some buttock popliteal length and effective seat bottom depth
the lower legs will not be able to make a 90-degree angle with the
upper leg; at this point the lower leg flail would not occur. The leg
flail airbag system must provide a consistent approach to prevention of
leg flail throughout that range of occupants whose lower legs can make
a 90-degree angle with the upper legs when seated upright in the seat.
Items that need to be considered include, but are not limited to the
range of occupants' popliteal height, the range of occupants' buttock
popliteal length, the design of the seat effective height above the
floor, and the effective depth of the seat bottom cushion.
b. For all g-levels, if the design of the leg flail limited device
does absorb some of the impact energy and returns only a portion to the
legs (a qualitative assessment), then a rebound leg flail of greater
than 35 degrees is acceptable.
c. Threshold test severity must be shown to be non-injurious (less
than the post-mortem human subject (PMHS) low-g research testing) for
g-levels up to the point where the leg flail airbag is designed to
deploy.
BILLING CODE 4910-13-P
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Issued in Kansas City, Missouri, on March 6, 2024.
James David Foltz,
Manager, Technical Policy Branch, Policy and Standards Division,
Aircraft Certification Service.
[FR Doc. 2024-05226 Filed 3-12-24; 8:45 am]
BILLING CODE 4910-13-C
